DE102021002956B3 - Method for moving a vehicle to a component of an object spaced therefrom (coordinate transformation) - Google Patents

Abstract

A method for moving a vehicle (10) to a component (21) of an object (20) at a distance therefrom is described, the vehicle (10) having a navigation module (11) which has a camera (12) and evaluation electronics (13 ) and an identification element (30) is attached to the object (20) in a predetermined position in such a way that it is recognized by the camera (12) in a remote area (Dmax) of the vehicle (10) from the object (20) and a reversing line (40i, 40ii, 40iii, 40a) of the vehicle (10) is calculated by the evaluation electronics (13) from the perspective position of the camera (12) in relation to the identification element (30). The object of the invention was to develop a method for improving the approach of a vehicle (10) to a stationary object (20). The object is achieved in that the navigation module (11) generates a static object coordinate system (Ko) in a starting position (S) of the vehicle (10) and a reversing line (40i, 40ii, 40iii, 40a) from the starting position (S ) to a pre-positioning point (SVi,SVii, SViii).

Description

The invention relates to a method for moving a vehicle to a component of an object at a distance therefrom according to the features listed in the preamble of claim 1.

Methods of this type are used to simplify the approach of a vehicle to a stationary object or even to be able to carry it out autonomously, ie without the involvement of a driver.

the DE 10 2017 119 968 A1 discloses a pattern detectable on the front of a trailer comprising at least one fixed point. A two-dimensional coordinate system located in the front of the semi-trailer is spanned with the help of the fixed point and possibly other points that are arranged at a predefined distance from the fixed point and recorded by a detection unit, which is designed in particular as a camera system. A major disadvantage of a trailer designed in this way is the ability to find the coupling means, since the distance between the kingpin in the longitudinal direction of the vehicle and the front of the trailer is not known during coupling and incorrect couplings can occur, especially when the vehicle approaches at an angle.

Another prior art describes the DE 10 2014 217 746 A1 comprising a vehicle and an implement to be picked up by the vehicle. A folding sign with a checkerboard pattern is present on the implement, which is recognized by at least one camera. The approach angle is calculated from the distortion of the checkerboard pattern, with the exact height of a coupling device on the implement being unknown. Furthermore, a perception engine does not process the entire image from the camera(s), only a region of interest, so that only a small portion of the camera image is used. This requires a largely precise pre-positioning of the vehicle, for which the driver's participation is necessary.

In the DE 20 2019 104 576 U1 describes a device for positioning two vehicles for a coupling process. A sign is attached to one of the vehicles with a QR code applied thereto, which also contains position data regarding the associated coupling means relative to the sign. The sign is recognized and read by a camera located on the other vehicle. Finally, the other vehicle is moved from a starting position to a hitching position based on a calculated path. However, the known device has proven to be unsuitable for equipping commercial vehicles, since the sign would have to be attached to the front of the trailer, especially in the case of a semi-trailer, and the camera is run over by the sign during coupling, so that it is no longer available for navigation .

the DE 10 2016 209 418 A1 describes a method and system for operating a combination of towing vehicle and trailer, in which the relative position of the trailer to the towing vehicle is to be improved both before coupling and in the coupled state. For this purpose, the trailer has at least one information carrier that can be read out by a readout device on the towing vehicle. Based on the measured position of the information carrier, the relative position of the trailer to the towing vehicle is determined, which also corresponds to the relative position of the information carrier.

In the DE 10 2012 003 992 A1 It is about a route guidance system for motor vehicles with a camera arranged at the rear of the vehicle and a position-determining marking attached to a stationary object, as well as an electronic image processing device. Information about the geometry of the marking is stored in the image processing device and is compared with an image provided by the camera. Position information of the vehicle relative to the stationary object is determined from this comparison.

the DE 10 2004 029 130 A1 deals with a method for coupling a trailer to a motor vehicle. When a motor vehicle approaches the trailer, stored model data of the hitching area of the trailer are used in order to segment them in image data captured by an image sensor, ie to locate the structures in the image that correspond to the model data. The stored model data of the coupling area are placed in the correct position in the image data and a target zone for coupling the motor vehicle to the trailer is determined from this superimposition of the model data with the image data.

Proceeding from the disadvantages of the prior art, the object of the invention was to develop a method for improving the approach of a vehicle to a stationary object.

The object is achieved according to the invention with the features of claim 1. The vehicle can be a towing vehicle, the object can be a trailer vehicle and the component can be a coupling device be a trailer vehicle. Advantageously, the trailer vehicle is a semi-trailer and the coupling means is a king pin. The camera and the evaluation electronics are then arranged in particular on the towing vehicle. The identification element is favorably attached in a stationary manner to a front side of the trailer vehicle, in particular to a front side of the trailer.

Alternatively, the vehicle may include a towing vehicle and a trailer vehicle coupled thereto, the object may be a loading dock, and the component may be a center position of an upper edge of the loading dock. In this variant, the camera is arranged in particular on that side of the trailer vehicle which is remote from the towing vehicle. A second camera is advantageously attached to a rear side of the trailer vehicle, which is aligned on the side of the trailer vehicle opposite the front side.

The method also enables the vehicle to approach an object autonomously or semi-autonomously. A self-sufficient approach is understood to mean a fully automated approach of the vehicle without any interaction of the driver or another person, in which case the start of the method can also be automated. In the case of a semi-autonomous approach, the driver can at least start the process and, if necessary, initiate or take over individual steps.

The identification element is preferably a sign attached to the object in the field of view of the camera, on which a three-dimensional position information is applied. The sign is expediently arranged on the object within a mounting radius of a maximum of 1.30 m around the component. This makes it possible to focus the camera's field of view on a comparatively small area on the front side of the trailer vehicle. The identification element contains information about the distance of the identification element in the longitudinal axis of the object, in the transverse axis of the object and possibly in the vertical axis of the object.

In addition, information about the position of the front edge of the trailer in the longitudinal axis of the object relative to the identification element can be stored in the identification element, provided this is not arranged exactly above the front edge of the trailer.

Due to the three-dimensional position information, there is precise knowledge of the distance between the component, in particular a coupling means such as a kingpin, while the vehicle is approaching the object. For example, starting from the front edge of the trailer, the kingpin can be located at different positions in the longitudinal axis of the object, depending on the trailer type. Thus, tank or silo vehicles have a distance from the front edge of the trailer to the king pin of often 600 mm to 700 mm, whereas in conventional trailers the king pin is spaced approximately 1700 mm from the front edge of the trailer. Without knowing the kingpin position in the longitudinal axis of the object relative to the identification element, there is a risk of the vehicle speeding too high during coupling, which can result in considerable damage to the kingpin but also to the towing vehicle coupling.

In addition, there is a risk that without knowing the spatial position of the kingpin, the towing vehicle coupling will be driven too far under the towing vehicle during coupling and if the rear of the towing vehicle is raised late by means of the air suspension, the towing vehicle coupling in the vertical axis of the vehicle will be pressed against the kingpin and damaged. The reverse case of raising the towing vehicle coupling too early is also problematic, since the towing vehicle coupling may only have partially moved under the front edge of the trailer while the rear of the towing vehicle is being raised, which means that a coupling plate in particular is subject to bending stress that was not intended for the design. In addition, when the coupling is only partially below the front edge of the trailer, a particularly large lever arm acts on the towing vehicle coupling and also on the trailer, which is also subject to increased bending stress when the towing vehicle coupling is raised and in the loaded state.

In principle, a point in the vicinity of the object can be understood as a pre-positioning point, such as a lifting point in which the air suspension of the vehicle is raised in order to raise a trailer vehicle, or a target position of the vehicle in which a towing vehicle clutch is closed after the coupling means has been retracted becomes. However, a method is particularly preferred in which the pre-positioning point is a virtual point in front of the object, in which the camera loses the identification element from its field of view as the towing vehicle approaches the object further. In the case of an object in the form of a trailer vehicle, in particular a semi-trailer, the camera is advantageously mounted in the rear area or in the vicinity or on components of the towing vehicle coupling, so that the camera moves under the trailer as the towing vehicle approaches and an identification element is attached to the front of the trailer vehicle can no longer recognize.

The starting position is the position in which the object is recorded and the static object coordinate system is set up in the navigation module. Basically, the vehicle is placed in the object coordinate system. The main advantage of this procedure is that a reversing line is only calculated once in the static object coordinate system, which means that significantly less computing power is required than with a dynamic vehicle coordinate system, in which the reversing line is continuously recalculated in iterative steps.

The vehicle is expediently approached backwards from the starting position to the object. In this case, the vehicle changes from forward to reverse in the starting position.

It can also be useful if you switch from a dynamic vehicle coordinate system to the static object coordinate system from the start position. There is thus a change from the dynamic vehicle coordinate system to the static object coordinate system, in which there is no iterative calculation between the actual and desired position of the vehicle. The consideration for the further approach thus changes from the vehicle to the object. The dynamic vehicle coordinate system is installed in modern vehicles and usually comprises three axes perpendicular to one another and a yaw rate sensor that measures the rotational alignment of the vehicle around the vertical axis.

Advantageously, a close range limited in the direction of the object by a close range radius is defined and the virtual pre-positioning point is set to the close range radius. The close-range radius has its origin in a target position that corresponds to the component of the object and can be formed, for example, from the central axis of the king pin of a trailer. The opening angle of the close range radius is limited by the field of view of the camera. An oblique approach and an oblique coupling of the trailer vehicle that may result therefrom can be configured within limits and should not exceed an angle of +/-25°, preferably +/-15°, starting from the longitudinal axis of the object. Starting from the component of the object, in particular from the king pin, the close range radius is approximately 3.00 m to 4.00 m, preferably 3.50 m.

A target path in the direction of the component of the object is preferably calculated from the virtual pre-positioning point. The target path is, for example, a trajectory which the vehicle follows without changing the steering lock or steering angle set at the pre-positioning point. An embodiment of the method in which the target path is formed from a linearly extending target straight line is particularly preferred. At the end of the reversing line, the towing vehicle therefore drives straight back from the pre-positioning point. As a result, a transition is made from a complicated regulation with monitoring and comparison of the target and actual position to a relatively simpler control, in which the vehicle is driven back in the direction of the component without making any control movements. Driving in the reverse direction can advantageously be queried and set by querying the steering angle via the steering system of the vehicle.

It makes sense to always calculate a number of reversing lines, each with different mathematical functions, and the vehicle follows a reversing line selected therefrom. The multiple reversing lines can be stored as a family of curves of trajectory lines after they have been calculated in the evaluation electronics. The vehicle then selects an ideal reversing line and follows it. This results in the advantage that less computing power is required in the evaluation electronics than in the case of iterative models. With iterative models, new reverse driving lines are to be calculated sequentially as the vehicle approaches.

A virtual pre-positioning point is expediently calculated on the short-range radius for each of the several reversing lines. The pre-positioning points of the multiple reverse driving lines are all arranged next to each other on the common short-range radius and are at different distances from the longitudinal axis of the object.

According to a particularly favorable embodiment, an associated target path in the direction of the component of the object can always be calculated from each virtual pre-positioning point. Target paths of virtual pre-positioning points that are further away from the longitudinal axis of the object on the close range radius have a larger angle than target paths of virtual pre-positioning points that are on the close range radius in or adjacent to the longitudinal axis of the object.

Advantageously, from the plurality of reversing lines, that one is determined as the selected reversing line at which an angle between between the target path and the longitudinal axis of the object is as small as possible. Due to the small angle, the towing vehicle is approached and coupled as precisely as possible in the longitudinal axis of the object.

Each of the reversing lines can have a tolerance corridor within which an actual driving path of the vehicle is corrected. If the vehicle leaves the tolerance corridor due to a special event such as an incline, black ice or an unstable surface, reverse travel is aborted and the situation is reassessed from a new starting position at this point.

Favorably, when leaving the tolerance corridor, starting from a new starting position, new reverse driving lines are calculated.

The identification element is advantageously read out and verified in the remote area. Within the method to be carried out, the far area of the vehicle is the area that is spatially furthest away from the object. First, the identification element should be found in the far area. For this purpose, the camera is prepared and adjusted in terms of its resolution and exposure time. Finding the identification element is based on an algorithm, according to which an identification element for a trailer or a loading ramp of a specific type is first searched for.

The object is then preferably identified in the far area by means of information stored on the identification element. This can be done by reading an identity number from the identification element. The identity number or a type ID of the object that supplements the identity number can show what type of object it is, for example a trailer vehicle or a loading ramp. Among other things, the type ID can also be linked to the geometric dimensions of the trailer vehicle, which also include special design cases with an interference contour that must be taken into account when the vehicle approaches.

The method for approaching the vehicle to the object is preferably started within the long-distance range, and this can be done semi-autonomously by a request from the driver, for example on a display. In a self-sufficient process, the start is initiated by preset programming or a signal transmitted externally, possibly from a control room.

It has proven to be particularly expedient if a proximity zone is provided between the far zone and the near zone, which is delimited from the far zone by means of a near zone radius and from the near zone by means of the near zone radius, with the reversing line in the far zone and/or in the near zone using a mathematical function is calculated. At least one ideal reversing line is generated in the long-distance range and/or in the approaching range. A mathematical function is understood to mean, in particular, a circular or exponential function. The reverse driving line is typically generated in the evaluation electronics of the navigation module. The navigation module determines a three-dimensional location of the vehicle relative to the component of the object within the far range and/or a close range by reading out the identification element.

According to a further advantageous method step, a target area follows the close-up area in the direction of the object, separated by a target area radius, with a lifting point being defined on the target area radius, in which an air suspension of the vehicle is raised. The lifting point is located between the front edge of the trailer and the coupling means of the trailer vehicle. As a result, support jacks arranged on the trailer vehicle are initially relieved. In addition, from the lifting point the trailer plate of the trailer lies on top of the coupling plate, so that due to this contact, the towing vehicle coupling and the king pin of the trailer are necessarily aligned with each other in their intended height position and the risk of incorrect couplings due to a misalignment in the vehicle vertical axis is reduced.

A coupling means of a trailer vehicle, in particular a kingpin, and/or a substitute feature arranged on the object is expediently recognized by the camera in the target area.

It makes sense to end the target area by closing the towing vehicle clutch. From the lifting point to reaching the target area, the towing vehicle coupling slides under the trailer. After the towing vehicle coupling is closed, the kingpin is rotatably held in the towing vehicle coupling, so that the towing vehicle and trailer are mechanically connected to one another.

• 1: eine perspektivische Ansicht eines Zugfahrzeugs und eines Objektes in Form eines Aufliegers vor dem Ankuppeln;
• 2: eine Draufsicht auf ein Identifikationselement in Form eines Schildes mit Markern;
• 3: eine perspektivische Ansicht eines Objektes in Form einer Laderampe;
• 4: eine Seitenansicht eines Fahrzeugs umfassend ein Zugfahrzeug und einen daran gekuppelten Auflieger bei Annäherung an eine Laderampe;
• 5: eine perspektivische Ansicht auf ein Zugfahrzeug mit an der Zugfahrzeugkupplung befestigtem Navigationsmodul;
• 6: eine Draufsicht auf ein Zugfahrzeug mit drei Rückwärtsfahrlinien zu einem Auflieger;
• 7: eine Draufsicht auf ein Zugfahrzeug mit einer unterschiedliche Bereiche durchlaufenden Rückwärtsfahrlinie zu einem Auflieger und
• 8: ein Ablaufschema erfindungsgemäßer Verfahrensschritte.

For better understanding, the invention is explained in more detail below with reference to 8 figures. It show the

• 1 1: a perspective view of a towing vehicle and an object in the form of a semi-trailer before coupling;
• 2 : a plan view of an identification element in the form of a plate with markers;
• 3 : a perspective view of an object in the form of a loading dock;
• 4 1: a side view of a vehicle comprising a towing vehicle and a semi-trailer coupled thereto when approaching a loading ramp;
• 5 1: a perspective view of a towing vehicle with a navigation module attached to the towing vehicle coupling;
• 6 : a plan view of a towing vehicle with three reversing lanes to a trailer;
• 7 : a top view of a towing vehicle with a reversing line running through different areas to a trailer and
• 8th : a flowchart of process steps according to the invention.

the 1 shows a perspective view of a vehicle 10 in the form of a towing vehicle 15, which is being driven backwards towards a component 21 of an object 20 in the form of a trailer vehicle 22 at a distance from the towing vehicle 15 in order to pick up the trailer vehicle 22 and mechanically couple it to one another.

In the coupled state, the towing vehicle 15 and the trailer vehicle 22 form an articulated lorry. For a detachable connection to the trailer vehicle 22, the towing vehicle 15 has a towing vehicle coupling 16, into which a coupling means 23 of the trailer vehicle 22 can be inserted and locked. The towing vehicle coupling 16 is particularly good 5 to see and includes a coupling plate 17 which is attached to the towing vehicle 15 by means of two bearing blocks 18 acting laterally on it. The bearing blocks 18 are on a mounting plate 19, which in turn rests on two spars of a vehicle frame not further identified and is permanently connected to them.

The coupling means 23 of the trailer vehicle 22 is usually a downwardly protruding king pin, which forms the component 21 of the object 20 and in 1 is shown enlarged for better visibility. For a smooth and damage-free coupling, the towing vehicle 15 must be reversed as precisely as possible towards the stationary trailer vehicle 22 .

For an autonomous or semi-autonomous approach of the towing vehicle 15 to the trailer vehicle 22 , the towing vehicle 15 has a navigation module 11 which includes at least one camera 12 and evaluation electronics 13 . It is preferred to attach the navigation module 11 to components of the towing vehicle coupling 16, in particular to the coupling plate 17, one of the bearing blocks 18 and/or the mounting plate 19.

The vehicle 10 permanently generates a dynamic vehicle coordinate system K _F , which is spanned at least from a longitudinal axis X _KF of the vehicle 10 and a transverse axis Y _KF . In addition, an object coordinate system Ko is generated in the navigation module 11 of the vehicle 10, which can be spanned in particular from a longitudinal axis X _KO of the object 20 such as the trailer vehicle 22, a transverse axis Y _KO and a vertical axis Z _KO . In addition, it is expedient for a particularly accurate coupling process to know a yaw angle Φ of the object 20, for example the trailer vehicle 22.

In any case, a detectable field of view of the camera 12 is directed backwards in the longitudinal axis X _KF of the vehicle 10 in the direction of the object 20 .

On the object 20, an identification element in the form of a plate 30 is fixed in place, which is in the 1 on a front side 24 of the trailer vehicle 22 is located. The sign 30 can, but does not have to, be aligned centrally in a longitudinal axis X _KO of the trailer vehicle 22 . However, it is preferred to mount the sign 30 in a mounting radius Rs around the longitudinal axis X _KO of the trailer vehicle 22 corresponding to half the width T _B (see 7 ) of the trailer vehicle 22 so that it can be accurately found and read by the camera 12 .

The sign 30 has several markers 31, which are shown by way of example in 2 you can see. Each marker 31 is designed as a square field with a high-contrast, dark filling on the surface of the sign 30 . The markers 31 serve to indicate at least one reversing line 40 _i , 40 _ii , 40 _iii on the towing vehicle 15 as shown in FIG 6 to be able to calculate in the evaluation electronics 13 based on a perspective change in the relative position of the camera 12 and the sign 30 . The further the camera 12 migrates laterally to the sign 30 as the vehicle 10 approaches, the greater the distortion of the markers 31. The position of the vehicle 10 relative to the sign 30 is calculated from the distortion of the markers 31. The sign 30 is always searched for in the entire field of view of the camera 12 .

In particular, the corners of an outer marker 32, which forms a closed outer border, serve to accurately calculate the reversing line 40 _i , 40 _ii , 40 _iii . Additional Interior markers 33 allow the navigation module 11 to recognize whether the vehicle 10 is approaching the object 10 from the front or rear, since there are no markers 31 , in particular no interior markers 33 , on the back of a shield 30 that is sometimes free-standing. The inner markers 33 are arranged offset to an outer contour of the outer marker 32 inwards by the amount of their size. Individual inner markers 33 border on free areas 34 which have the same size as the inner markers 33 . In principle, all markers 31 are applied to a single sign 30 .

In the markers 31, in particular the inner markers 33, is also a three-dimensional position information of the component 21, in the embodiment of 1 of the king pin 23, deposited relative to the shield 30. Three-dimensional position information is understood to be the distance of the shield 30 from the component 21, for example the kingpin 23, in the longitudinal axis X _KO of the object 20, in a transverse axis Y _KO and a vertical axis Z _KO .

The navigation module 11 reads the three-dimensional position information and mathematically modifies the coordinates of the mounting position of the sign 30 according to an offset, so that the vehicle 10 hits the component 21 of the object 20 instead of the sign 30 . It is essential that the sign 30 is always fixed in place on the object 20 according to the three-dimensional position information about the component 21 stored thereon and does not change its own position.

The markers 31, in particular the inner markers 33, also contain information about the identity of the object 20, which is also read out by the navigation module 11. In this way, for example, the vehicle 10 receives information as to what type of trailer vehicle 22 the trailer vehicle 22 to be coupled is. The type of trailer vehicle 22 is understood to mean, for example, whether it is a refrigerated, silo or tank trailer. Such trailer vehicles 22 often have an interfering contour that must be taken into account when the vehicle 10 approaches. The information contained in the markers 31 relates, among other things, to geometric or technical data on the nature of the object 20 that is used in the calculation of reversing lines 40 _i , 40 _ii , 40 _iii (see 6 , 7 ) are taken into account to enable an accident-free approach.

In addition to the markers 31, the sign 30 also has a coding field 35 in which, in particular, a QR code is applied. Provision can also be made for an identification number of the trailer vehicle 22 to be implemented in the sign 30 , expediently in the coding field 35 or alternatively also in the markers 31 , in particular the inside markers 33 , which is read out by the camera 12 . Logistic information relating to the object 20 or trailer vehicle 22 can be linked to the sign 30 via the identification number, so that the object 20 or trailer vehicle 22 is identified as the one being sought when the towing vehicle 15 approaches. In principle, the coding field 35 contains information that is primarily important for the logistical and less important for the navigational evaluation.

A lifting point S _A for the towing vehicle 15 can also be defined in the markers 31, in particular the inner markers 33, or also with the aid of an identification number of the trailer vehicle 22 implemented on the coding field 35, in which lifting point S A there is an air suspension 14 (see 5 ) of the towing vehicle 15 is raised at least until the coupling plate 17 makes contact with the trailer 22 .

the 3 12 shows an alternative embodiment of the invention, in which the object 20 is a loading ramp 25, the middle position of an upper edge 26 of which represents the component 21 to be controlled. At a predetermined position of the loading ramp 25, a sign 30 is fixed in place, in which the three-dimensional position information of the central position of the upper edge 26 of the loading ramp 25 relative to the sign 30 is stored. A vehicle 10 consisting, for example, of a towing vehicle 15 and a trailer 22 coupled thereto accordingly 4 moves in the direction of the shield 30, corrected by the three-dimensional position information of the central position of the upper edge 26 of the loading ramp 25 and hits this component 21 to be controlled backwards in the middle.

In this exemplary embodiment, the camera 12 of the navigation module 11 or an additional camera 12a connected to the navigation module 11 should be arranged on a rear side 27 of the trailer vehicle 22 in order to ensure a clear field of view of the sign 30 .

In the 6 the approach of a vehicle 10 in the form of a towing vehicle 15 to a parked trailer vehicle 22 is shown in a plan view. The towing vehicle 15 is in the starting position S. The sign 30 of the trailer vehicle 22 has already been captured by the camera 12 of the navigation module 11 arranged on the towing vehicle 15, read out and a total of three reversing lines 40 _i , 40 _ii , 40 _iii based on different mathematical functions calculated.

For reasons of clarification, only the middle reversing line 40 _ii of the three reversing lines 40 _i , 40 _ii , 40 _iii , which has already been identified as the selected reversing line 40a by the navigation module 11 , is provided with a tolerance corridor 41 . A tolerance corridor 41 is understood as an envelope around one or more reversing lines 40 _i , 40 _ii , 40 _iii , within which the towing vehicle 15 can still countersteer in the event of deviations from the selected reversing line 40a in order to return to the originally selected reversing line 40a. If it is determined in the navigation module 11 that a current position of the towing vehicle 15 is outside of the tolerance corridor 41, steering back is no longer possible. Rather, the current position is interpreted as the new starting position S, from which a new set of curves of reverse driving lines 40 _i , 40 _ii , 40 _iii is calculated again in the navigation module 11 . The newly calculated reversing lines 40 _i , 40 _ii , 40 _iii are preferably also each provided with a tolerance corridor 41 .

In all exemplary embodiments, the reverse driving line(s) 40 _i , 40 _ii , 40 _iii calculated by the navigation module 11 always ends in an associated pre-positioning point S _Vi , S _Vii , S _Viii in front of the trailer vehicle 22. Upon reaching one of the pre-positioning points S _Vi , S _vii, S _Viii drives the towing vehicle 15 exclusively straight back. The reversing lines 40 _i , 40 _ii , 40 _iii are therefore no longer continuously calculated after the pre-positioning point S _Vi , S _{vii ,} S _Viii has been passed. Each of the pre-positioning points S _Vi , S _{vii ,} S _Viii lies on a close range radius Rmin, whose distance from the object 20 is predetermined by the field of view of the camera 12, 12a. A camera 12 arranged in the vicinity of the towing vehicle coupling 16 moves as the towing vehicle 15 approaches under the front side 24 of the trailer vehicle 22 with the sign 30 attached to it, so that the sign 30 no longer moves from the pre-positioning point S _Vi , S _{vii ,} S _Viii is in the field of view of the camera 12. From the pre-positioning point S _Vi , S _{vii ,} S _Viii onwards, the towing vehicle 15 is no longer approaching in a controlled manner along a selected reversing line 40a, but is driving straight ahead in a controlled manner on one of the associated home stretches 43 _i , 43 _ii , 43 _iii formed target paths in the linear direction to the component 21 of the object 20.

Those in the image plane of 6 The reversing line 40i running left ends on the short-range radius R _min in the associated pre-positioning point S _Vi . The home straight 43i running from here in the direction of the coupling means 23 spans an angle (φ _i ) to the longitudinal axis X _KO of the trailer vehicle 22. The reversing line 40 _iii running to the right in the image plane also ends on the close-range radius R _min in the pre-positioning point S _Viii Pre-positioning point S _Viii in the direction of the coupling means 23 running home line 43 _iii spans an angle (φ _iii ) to the longitudinal axis X _KO of the trailer vehicle 22.

The middle reversing line 40 _ii ends on the close range radius R _min in the pre-positioning point S _vii in the center in front of the trailer vehicle 22. The home straight 43 _ii runs from the pre-positioning point S _vii to the coupling means 23 and is ideally aligned with the longitudinal axis X _KO of the trailer vehicle 22. The angle ( In this case, φ _ii is 0°.

From the calculated reversing lines 40 _i , 40 _ii , 40 _iii , the navigation module 11 identifies as the selected reversing line 40a where the angle φ _i , φ _ii , φ _iii has the lowest value.

Typically, the movement of a vehicle 10 in the direction of an object 20 takes place on a route 42 running through four different areas, which is shown graphically in 7 shown and as a flow chart in 8th is explained. To simplify the presentation, in 7 only one of several possible reversing lines 40 _i , 40 _ii , 40 _iii is shown, namely the one already shown in 6 reverse line identified as favorable 40 _ii .

In a long range D _max , vehicle 10, for example a towing vehicle 15, approaches a semitrailer 22 to be hitched in advance. The trailer 22 has a predetermined length T _L and width T _B .

The far range D _max is delimited outwards in the radial direction toward the object 20 by a far range radius R max and in the direction of the object 20 by a near range radius R _med . Outside the long-distance radius Rmax, the vehicle 10 moves in its usual driving environment without relevance to a method and a system for approaching the vehicle 10 to a stationary object 20. The long-distance radius Rmax has _a length of 12.00 _m starting from the lifting point SA to 17.00 m, preferably 13.00 m to 16.00 m, very preferably 14.00 m to 15.00 m, and covers an angle of 100° to 120° in the forward direction of the object 20 .

Within the long-distance range D _max , the method for moving a vehicle 10 to an object 20 is triggered when the approach point system start A _S is reached. The system start can be triggered manually by the driver, by means of a remote control from a control station, or by predetermined programming.

While the vehicle 10 is still driving forward, it reaches an approach point for establishing a connection _AV , from which point the camera 12 is switched on and a sign 30 on an object 20 is searched for. If the connection setup at the approach point Av is successful, an identification number of the object 20, in particular of the trailer vehicle 22, is subsequently read out in an object information A ₀ approach point. Consequently, the navigation module 11 knows the type of trailer vehicle 22 and sometimes also its geometric dimensions. Forward travel of vehicle 10 on route 42 ends in starting position S. The speed of vehicle 10 in long-distance range D _max is less than 50 km/h.

From the starting position S located in the far area D _max , the dynamic vehicle coordinate system K _F is switched to the static object coordinate system K _O and at least one reversing line 40 _i , 40 _ii , 40 _iii is generated by means of the navigation module 11, which is 7 is identified as the selected reverse travel line 40a. The reversing line 40 _ii is calculated based on the perspective alignment of the camera 12 to the markers 31 applied to the sign 30 and corrected by the three-dimensional position information of the component 21 of the object 20, the position information also being stored in the markers 31 of the sign 30. If necessary, the navigation module 11 also determines an associated tolerance corridor 41 _ii for one or more reversing lines 40 _i , 40 _ii , 40 _iii .

After passing the approach area radius R _med , the vehicle 10 has changed to the approach area D _med . Starting from the lifting point SA, the approaching area radius R _med has _a length of 6.00 m to 10.00 m, preferably 7.00 m to 9.00 m, and covers an angle of 130° to 140 in the forward right direction of the object 20 °. While driving through the approach area D _med , the already generated reversing line 40 _ii , 40 a is traveled along and the three-dimensional position information is read from the sign 30 and the position of the sign 30 relative to the camera 12 is tracked. The speed of the vehicle 10 is reduced in the approaching range D _med with respect to the far range D _max and can be a maximum of 20 km/h, for example.

The approach area D _med transitions into a close-up area D _min when the close-up area radius R _min is reached. The short-range radius R _min has a length of 3.00 m to 4.00 m, preferably 3.30 m to 3.70 m, starting from a target position S _Z that corresponds to the component 21 , and covers an angle in the forward right direction of the object 20 of up to 140°. The speed of the vehicle 10 is reduced even further in the close range D _min with respect to the approach range D _med and can be a maximum of 5 km/h, for example.

When the short-range radius R _min is reached, the vehicle 10 is in the pre-positioning point S _{Vii ,} which is arranged directly in front of the component 21 of the object 20 in the forward direction. From the pre-positioning point S _Vii onwards, the sign 30 attached to the front side 24 of the object 20 is no longer captured by the field of view of the camera 12, since the rear of the towing vehicle 15 has already driven under the trailer 22 and is therefore ready to capture the relative position of vehicle 10 for object 20 is no longer usable. However, the towing vehicle 15 and trailer 22 are aligned with one another in the longitudinal axis X _KO of the trailer 22 so that the towing vehicle 15 only needs to reverse to hit the coupling means 23 of the trailer 22 .

The close range D _min transitions into the target range D _mic when a target range radius R _mic is reached. Starting from the target position S _Z that corresponds to component 21, the target area radius R _mic has a length corresponding to half the width of the object 20, in the present example half the width T _B of the trailer vehicle 22 of 2.55 m, for example, and sweeps over the object in the forward direction to the right 20 an angle of up to 180°. In the longitudinal axis X _KO lies on the target area radius R _mic the lifting point _SA , in which the rear of the towing vehicle 15 together with the towing vehicle coupling 16 is lifted by the air suspension 14 . From the lifting point S _A onwards, the towing vehicle coupling 16 is in sliding contact with the trailer vehicle 22 until it reaches the target position S _Z , in which the kingpin 22 has entered the towing vehicle coupling 16 . The speed of the vehicle 10 is reduced even further in the target area D _mic with respect to the close-up area D _min and can be a maximum of 2.5 km/h, for example.

Reference List

10

vehicle

11

navigation module

12

camera

12a

additional camera trailer vehicle

13

evaluation electronics

14

air suspension

15

towing vehicle

16

towing vehicle coupling

17

clutch plate

18

bearing block

19

mounting plate

20

object

21

component

22

trailer vehicle, semi-trailer

23

Coupling means, king pin

24

Front trailer vehicle

25

loading dock

26

Middle position upper edge loading ramp

27

Rear trailer vehicle

30

Identification element / plate

31

marker

32

outside marker

33

interior marker

34

free space

35

coding field

40i-iii

reverse driving lines

40a

selected reverse driving line

41

tolerance corridor

42

vehicle route

43i-iii

Target path / home straight(s)

oh

Approach point object information

AS

System startup approach point

AV

Approach point connection setup

Dmax

far range

med

approach area

d min

close range

Dmic

target area

Rmax

long range radius

med

Approach Radius

Rmin

close range radius

Rmic

target area radius

RS

Mounting radius sign

S

starting position

SVi-Viii

pre-positioning points

SA

lifting point

SZ

target position

TB

Wide trailer vehicle/semi-trailer

tsp

Length trailer vehicle/semi-trailer

KF

vehicle coordinate system

XKF

Longitudinal axis of the vehicle

YKF

transverse axis vehicle

KO

object coordinate system

XKO

longitudinal axis object

YKO

transverse axis object

ZKO

vertical axis object

Φ

yaw angle object

φi-iii

Angle Target path or line/longitudinal axis Object

Claims (15)

Method for moving a vehicle (10) to a component (21) of an object (20) at a distance therefrom, the vehicle (10) having a navigation module (11) which comprises a camera (12) and evaluation electronics (13), and an identification element (30) is attached to the object (20) in a predetermined position in such a way that it is recognized by the camera (12) and by the evaluation electronics in a remote area (D _max ) of the vehicle (10) from the object (20). (13) a reversing line (40 _i , 40 _ii , 40 _iii , 40a) of the vehicle (10) is calculated from the perspective position of the camera (12) in relation to the identification element (30), characterized in that in a starting position (S) of the vehicle (10) generated by the navigation module (11) a static object coordinate system (K _O ) and a reversing line (40 _i , 40 _ii , 40 _iii , 40a) from the starting position (S) to a pre-positioning point (S _Vi, S _vii, S _Viii ) is calculated. procedure after claim 1 , characterized in that the vehicle (10) is approached backwards from the starting position (S) to the object (20). procedure after claim 1 or 2 , characterized in that from the starting position (S) from a dynamic vehicle coordinate system (K _F ) to the static object coordinate system (K _O ) is changed. Procedure according to one of Claims 1 until 3 , characterized in that in the direction of the object (20) by a close range radius (R _min ) limited close range (D _min ) is defined and a virtual pre-positioning point (S _Vi, S _Vii, S _Viii ) on the close range radius (R _min ) is set becomes. Procedure according to one of Claims 1 until 4 , characterized in that a target path (43 _i , 43 _ii , 43 _iii ) in the direction of the component (21) of the object (20) is calculated from the virtual pre-positioning point (S _Vi , S _Vii, S _Viii ). Procedure according to one of Claims 1 until 5 , characterized in that several reversing lines (40 _i , 40 _ii , 40 _iii ) are always calculated with different mathematical functions and the vehicle (10) follows a selected reversing line (40a). procedure after claim 6 so far up claim 4 based, characterized in that a virtual pre-positioning point (S _{Vi ,} S _{Vii ,} S _Viii ) is calculated on the close range radius (R _min ) for each of the plurality of reversing lines (40 _i , 40 _ii , 40 _iii ). procedure after claim 7 , characterized in that an associated target path (43 _i , 43 _ii , 43 _iii ) in the direction of the component (21) of the object (20) is always calculated from each virtual pre-positioning point (S _{Vi ,} S _{Vii ,} S _Viii ). procedure after claim 8 , characterized in that from the plurality of reversing lines (40 _i , 40 _ii , 40 _iii ) that one is determined as the selected reversing line (40a) at which an angle (φ _i , φ _ii , φ _iii ) between the target path (43 _i , 43 _ii , 43 _iii ) and the longitudinal axis of the object (X _KO ) is as small as possible. Procedure according to one of Claims 1 until 9 , characterized in that the reverse driving line(s) (40 _i , 40 _ii , 40 _iii , 40a) has/have a tolerance corridor (41), within which an actual driving path (42) of the vehicle (10) is corrected. procedure after claim 10 , characterized in that when leaving the tolerance corridor (41), starting from a new starting position (S), new reversing lines (40 _i , 40 _ii , 40 _iii ) are calculated. Procedure according to one of Claims 1 until 11 , characterized in that the identification element (30) is read out and verified in the far range (D _max ). Procedure according to one of Claims 1 until 12 , characterized in that the object (20) in the far range (D _max ) is identified by means of information stored on the identification element (30). procedure after claim 4 , characterized in that between the far range (D _max ) and the near range (D _min ) there is a proximity range (D _med ) which is connected to the far range (D _max ) by means of a proximity range radius (R _med ) and to the close range (D _min ) is delimited by means of the short-range radius (R _min ), with the reversing line (40 _i , 40 _ii , 40 _iii , 40a) in the far range (D _max ) and/or in the near range (D _med ) being calculated using a mathematical function. procedure after claim 4 or 14 , characterized in that the close-up area (D _min ) in the direction of the object (20), separated by a target area radius (Rmic), is followed by a target area (D _mic ), with a lifting point (S _A ) being defined on the target area radius (R _mic ). is, in which an air suspension (14) of the vehicle (10) is raised.

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